System of signals



June 1w928.

.v 1,672,589 VS. JVASSALLO Y VALLADARES SYSTEM OF SIGNALS Filed April l, 1924 3 Sheets-Sheet 1 TTORNEYS.

/June 5, 1928. 1,672,589 l i s. J vAssALLo Y VALLADARES SYSTEM or SIGNALS Filed April 1, 1924 :s .sheets-sheet 2 3g f4/ M5 50 4/ jv 3 3 J, A f i: Il *K /Q/o if?? v l. "y

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. IN V EN TOR. J'l/affa//f y/V/dda/ef t/ WWW ATTORNEYS.

June 5, 192s. 1,672,589

S. J VASSALLO Y VALLADARES v SYSTEM OF S IGNALS FiledjApril 1, 1924 l Sehens-sheet 3 I f /5 /2 63 f a 37 A K Al v /3 4A/ f @fw *iwf M ATTORNEYS,

Patented June 5, 1928.

iulvuTI-:DfSTATESv PATEN OFFICE..

SERGIO J vAssAmo y vALLADAREs, OFHABANA, CUBA.

SYSTEM 0F SIGNALS. y

Application filed April 1, 1924, Serial No. 703,502, and inCuba March' 4, v1924. v

Thisinvention refers to a system of sigV nals applied especially at railroad crossings;

crossing with other railroad: lines or onA level roads in highways, streets, etc., and its principal object is to provide a systeni of signals which is operated upon thepassing of a train or other rolling load, prior to` its `arrival at the danger zone; and maintained in operation until the train or rolling load has passed the danger point. c

One of the objects of this invention is to provide means by which a visible signal during the day and a luminous signal during' the night may be displayed, and a sounding signal maybe heard which signals maybe operated simultaneously and independently one of another. l

A further objecty of this invention is to provide means by which the system can be applied not only to a single track line but also to multiple track lines using onlyone source of power and simple means to estab-- lish electric circuits.

A further object of this invention is to provide a system offsignals the purpose of which is not only to protect railroad crossings but also danger zones in streets, highfy ways, etc. f

Another object of this invention is to provide in connection with this systemy ar circuit breaking device adapted to bev installed `in connection with the track and operatedby the weight of the passing rolling load.A

Other advantages and purposes of the inveiition will appear in the course ofL development of this specification wherein reference is made to the accompanying drawings:

Figure l-is a diagrammatical view of a typical installation of the system in a dou# ble track crossing.

Figure Q-shows diagrammatically on an enlarged scale an installation of the elements which form the system in connection with a double track.

Figure 8 shows a view similar to Fig. 2, the parts being in working position.

Figure Al-is a side elevation cfa tower` or column in which aie arranged the means of operating the system as illustrated in Figures 2 and 3.

Figure -is a diagrammatical view. partly:

in section which shows the component parts of the system which are enclosed in saidi tower or column.

Figure 6-1s a side elevation in detailof a track :equipped f with my novel circuit breaking device.` Figure 7-is a top view of the same.

Figure 8-is a vertical longitudinal sectional View on an enlarged scale taken along the `line 8-8of Figure 7.

Figure .9.-is a4 vertical transverse sectional view on anenlarged scale taken on line 99.

view on an enlarged scale taken onf line 15-15 of Figure 13. l

of a -mechanismtoyoperate several signals to be visible during the day..

follows;v v

A source of electricity, a set of signals which. includel a signal `Vlight, a signalA to be' visible during'the dayvand as ounding signal; a relay to establish a circuit to operate said signals; a relayin circuit with the above relay causing the signals to cease and a plurality' ofcircuit breaking elements arranged pole of -the source` offelectricity; j

Assuming, as is shown in Figure 1 a crossv ingof a doubleV track kA and `B, 'going and coming', several. of the essential elements of'the system, also the signals, as is shownV in Figure 1 canbe enclosed in a tower or column l of suitable structure erected near the track. Therefore, enclosed in said tower is arranged a source of electricity 2,'which may bea generator,.battery, etc., and also tworelays Brand 4 enclosed in a casingrv pro` vided with suitable bindingposts. Relay 3 is to operate the working ofthe signals and has two magnets 5v and Gwhich vare excited independently, instead of being arranged in series asis usuallyl done in this type of apnet y5 `isi arranged "in a circuitl of variable range .-whichi's always greaterthan that of magnetf and therefore itvis'essential that Figurel is a perspective view in detail.

in the track and connected'with` the ynegative paratus; this is due to the `fact that the magl cof loy Y This system substantiallyisfconstituted as n llo magnet 6 must be especially constructed. Relay 3 has also an armature contact 7 between contact points 8 and 9 but which is forced into contact with the latter pointby a spring 10.

Relay 4 is of usual construction being used to break the circuit producing the drop of the signals. It has a magnet 11, as shown but in practice may have more than one magnet. The armature contact 12 of this relay 4 is placed between contact points 13 and 14 being forced against the latter by a spring 15.

In connection with the rails of the tracks A and B are arranged four circuit breakers 16, 17, 18 and 19 to be operated upon passing of a train.

The construction of these circuit breakers will be explained later.

Finally in the diagrammatical views 2 and 3 and designated by the numerals 20, 21 and 22 respectively, are the lighting signal, the signal to be visible during the day and the sounding signal which is operated as will be explained later.

Relay 3 has the following connections, a conductor 24 connecting the positive pole of the source 2 with magnet 5 and another' conductor 24 connecting same with the circuit breaker 16 in the track, and a tapped wire 24 connected with the circuit breaker 19, a short connection between the magnet 6 and contact point 8; and three conductors 25, 26 and 27 connecting the contact point 8 i' with the signals 20, 21 and 22.

Relay 4 is connected by a line 29 to the positive pole of source 2 and to the armature contact 12. To the line 29 is connected nected thereto a conductor line 32 which connects with a branch line 33. A conductor line 33 passing across thewinding of the magnet 6, is connected to the contact point 8. Finallythe lines 34-35 and 36 connect said negative pole with the signals 20, 21 and 22.

The circuit breakers 16, 17, 18 and 19 are to be constructed in a suitable manner for the purpose of carrying the current, using the rail as a connecting element in establishing the circuits on passing of the train. yA special construction of circuit breaker is shown in Figs. 6, 7, 8, 9, and 11.

Referring to these tigures numeral 37 designates the outer rail of track A, which rests on crosstie 38, it being assumed that rail 37 is cut, and that an attachment as detailed inl Figure 11 is placed in the space enclosed between the ends of the rail cut; this atrlhe rail heads 41 and the plate 40 have bores and 41 to assure its secure attachment to the track and to the rail heads.

In the space 42 is placed in a metallic parallelopiped casing 45 made of a single piece and shown in detail in Fig. 10. This casing is opened at both ends, having a sealed and water-proof inner center com partment 46 defined by partition 47. The casing at its bottom has at each end a'longitudinal slot 45 extending up to each partition 47, and also an opening around which in the ycompartment l46 is formed a bellshaped threaded hood 48. The upper side of the casing- 45 has both ends slightly bent downward, and on the lower side ot these ends the pins 49 projects downwardly.

The compartment 46 has a lateral opening with an hermetical cover 50 made of insulating material. rCasing 45 is set with the pins 43 and 44 passing through the slot 45 and through the opening 48 extending into the hood 48 pins 43 being in vertical alignment with the pin 49. The casing 45 is secured to the plate 40 by angular braces 51. Around pins 43 and 49 are placed spiral springs 52l secured in place by plates which are next to the pins; these springs are of a sutlicient strength to yield only under pressure of a given weight.

To the hood 48 is attached a stutling box 54 and thel projecting end of pin 44 is threaded to receive anut and counternut 54 for the purpose of preventing the casing y from being pushed up by the strength of springs 52.

On the inner face of the cover 50 is tastened a metallic bracket 55 which holds a pin 56 ending in a contact point 56 which pin is secured upwardly by a nut and lock nut 57, said pin has in its lower part a col lar 58 and between this collar and bracket 55 is mounted a spiral spring 59 which permits the pin 56 to yield upon shock, said pin is in vertical alignment with the Contact POnt 44 and connected therewith is a 'conductor of the system which passes through an opening in the cover 50.

In Figures 12 to 15 inclusive is shown a. modified construction of circuit-breaker to be used in certain cases, `tor instance when the system is to operate only with a given rolling-load. This circuit-breaker has the advantage that it is not necessary to make a change in the construction of the track, but, it is only to be used in the case where the track is provided with an additional wheel or where there is a special construction a flange slightly bent downward 63 from the` lower sides of which flanges projects downwardly a bushing 64. l

TheA casing 63 has in the bottom an opening around which inside of the casing is formed a bell-shaped threaded hub 65. Said casing has a. lateral opening .closed by a. cover 67 made of an insulating material, and which cover is provided with a packing 68.. The cover 67 is fastened by screws 69.

The hubs 64 are adjusted around the pins` 61, and the pin 62 passes through the out-V standing hub 65, and therein is threaded a stufling-boX nut 70, which is fastened in place by a nut andk lock nut 71 holding the casing 63 against the pressure of a special spring 72, wound around the bushing hubs 64 between the securing plates `73.

On the inside of the cover 67 is fastened a metallic bracket 74 which holds a contact pin 75 secured by a nut and lock nut 76. Near the Contact pointoffpin 75 there is a collar which serves as a stop for a spring 77 in such a manner that stem. 75 yields to a shock; said stem is in vertical alignment with the pin 6 2.

One of the conductors ofthe system is connected vto the metallic bracket 74across an opening 67 in thecover 67.

Having thus described the systemL and the construction of the circuit breaker designed to operate same, the several steps of operation willnow be explained. i

Assume the case of a double track A and B where the circuit breakers are set-,being of the type shown in Figs. 12 to 15 and also assume a train coming on track A in the direction indicated by the arrow in Fig., 2. Before the, train arrives at the circuitbreaker 16, that isto say in the non-operativev condition of the system, a circuit .is established from the positive pole of the source of electricity 2 to the magnet 5 of relay 3 and from this relay through the-con.- ductor 24 to the circuit-breaker 16, being in this special case one of those as -shown in Figures 12 to 15, in which the points of contact 77 and 62 are maintained separated.

Conductor line 32 provides the return of v the current to source 2. lAnother interrupted circuit is formed by the conductor 29,V

l ciated with relay the armature 12 in Contact with point 14, the conductor y32, the armature 7 and the circuit is interrupted atthe point 8, from which pointit leads to the signals and from these signals lto the negative pole of source 2. Separate circuits are formed to include each signal.

The above refers to circuits directly assothere is established the following interrupted circuit: from the positive pole of source 2 conductor 29, wire 30 which includesy the magnet'll and branch lines 31 to the circuit breakers 17 and 18, the circuit being vinterrupted on account of the separation of contact points 62 and 74, and the circuit through the rails 37 and line 32 to negative pole of source 2. Y

Under these conditions and supposing that a train is passing over the circuit-breaker 16, it presses the casing 63, overcoming the resistance of the springs 72, and t-he contact i point of pin 77 comes in contact with the point 62 of pin 62. And the circuit which is passin through conductor 24 excites magnet 5 which attracts armature 7 against contact point 8. The magnet 6 connected to the latter point will be excited due to thel circuit which is passing from the positive pole of source 2 through .the conductor 29 to the armature 12, which is in contact with point 14; from this point the current passes through the conductor 32 to the armature` 7 and contact point 8 closing` the conductor the circuit 33 andfoperating the signal-circuits ,from point 8 through the conductors 25, 26 and 27 which leads to eachsignal, the signal circuits being closed through the cor-` responding conductors of each signal ywhich connect thesame with the negative pole of source 2. f

From the above explanation it can be understood that after the train passes beyond the circuit-breaker 16, thesignals continueV to operate because the circuitformed by magnet 6, point 8, each signal conductor, and conductor 33, continues closed, notwithstanding the separation of contact points of the circuit-breakers. i

The trainl going on its way reaches the circuit-breaker 17 which, as is illustrated in y Fig. 1 is installed in the proper danger-zone,

3. Referring to relay 4k then be drawn by spring 15 and the circuit which passes through the armature and point 14 through conductor 82 is opened at point 9, which willbe in contact with the spring Contact 7.

Assuming that a train is coming on the next track B in the direction indicated by ythe arrow in Fig. 3, when the train passes over the circuit-breaker 19, a circuit is established, the circuit passing through the conductor 24, to the imagnet 5 and through the tap 44 to the circuit breaker 19 and from same to the corresponding rail returning through line 32 and magnet 5 which will attract the armature 7 against the Contact 8 and operating the signal-circuit in the same manner as explained before.

The train continuing will operate the closing of the circuit formed by the conductor 29 from the positive pole of source 2, and which conductor passes across the Winding of magnet 11, and through the tapped wire 30 is connected to the branch line 251 which connects both circuit-breakers, and through the rails and line 32 returning tothe nega- `tive pole of the source, the armature 12 will be attracted against the contact point of magnet 11, causing the signal to cease, which will be understood from the previous ex- ,planation A common case that may happen in the practice will be a single track on which are operated trains going and coming. In this case it is necessary to make a suitable installation to obtain best results in the working of the system, requiring live circuitbreakers in the track having conductor 30 with three branches, one applied to the circuit-breaker in the crossing, and the others applied to circuit breaker on either side thereof. rlhe conductor 24 will be connected with two intermediate circuit-breakers on either side of the circuit-breakers in the crossing. lhe above explanation refers to a case in which a train travels in either direction; when the train passes over the rst circuit-breaker the magnet 11 will be excited, but the working of the signal will not occur. `When the train passes over the circuit-breaker' which operates magnet 5 the signal will be operated, but when the train passes over the circuit-breaker in crossing the signals cease. in going on its way the train passing over the contact of magnet 5 will again operate the signals, but when it reaches the next `circuit-breaker which is connected to magnet 11, the signals cease.

t must be borne in mind thatvthe distance between the two circuit-breakers installed on either side of the crossing will be so short that the successive steps of operation will be almost simultaneous.

Various other installations may be possible according to the requirements of the the case, especially when the system is used for another purpose, which is not especially ap-` plied to railways, but to highways, roads, etc.

Having explained clearly the operation ol' this system, and referring especially to the signals of same, it is shown in the drawing that the tower 1 has in its top a signal, consisting of a light, whose rays pass through the glasses placed on the four sides of the tower; it is obvious that the glasses on the road-side should be red and the ones on the railroad-side should be green. The candle" power of the light should be suliicient so that it can be seen at a proper distance. The sounding signal would a suitable electric gong or bell 80, or a whistle, or other apparatus or device, which produces a sound that can be heard at a suitable distance.

Finally in Fig. 16 is shown atypical construction of a signal to be visible during the day, to the mechanism of which I do not wish to limit myself but only to illustrate a preferred construction to be vused in connection with the system. Said mechanism con'- sists of a shaft 81, one of its ends constitut ing the case for a solenoid coil 82 connected to the respective conductor 25`of the system. The opposite endof the 'shaft 81 passes between horizontal rollers loosely mounted in the upper part 84 of an angularesupport 84 in whose horizontal part is a stop 85 against which shaft 81 is drawn by the tension ozf a spring 86 fastened therein and to a in 8 p rlhe shaft 81 is connected to an arm 93 in the face end of which a signal 94 is written in the form of a word of warning, and also a signal 95 on which is designed a symbol used in railroad tratic. The axle 8 is rocked through a connection by a linlr'91 ending in its 'joint with the axle 81 in an integral collar 71 and which link has in its lower part a slot which gives ample playfor a trunnion 92 which projectslaterally from axle 81. The collar 91 has a notch 91 in which is engaged a ratchet pawl 90 having a stop member 90 which bears over an inclined offset S1 at the shaft 81, and' which member 90 is pivoted in 90 to an' arm 88 fastened to the upper part 84 of the support 84 and is connected by a spring 89 fastened at its opposite end to a pin 84 which projects from the upper part 84 of the support.

Let us assume that the parts ofthe mechanisin are in the position shown in full lines in Fig. 16, that is to say with the 4signal 95 being Visible from the railroad line and i signal 94 invisibleV from the highway. 1When thecircuit is closed, which operates signal 20, the core 81 will be attracted by the solenoid coil 82overcoming the tension of the spring86 and wherein, on account of the engagement of the trunnion` 92 in the slot of member 91, the pawl 90 is disconnected from the notch 91 in the collar 91 and the shaft 93 rocks 90O then the signals 94 and 95 come to the position shown in dotted line in Fig. 16, the signal 94 being visible from the highway and the signal 95 being invisible from the railroad line.

Vhen the circuit is broken the solenoidv coil 82 is demagnetized and the shaft 8l.un der the tension of the spring 86 turns to its former position and tlie offset Slforces the stop 90 to its former engagement' position in the groove 91. i t

While my invention has been described with reference to the details of construction of certain elements, it is not intended thereby, in any manner, to limit the invention, as it is clear that the same may be employed in other construction and in'other relations and may be subject to numerous modifications, apparent to those skilled in the art, all of which comes within the spirit and scope of my invention. y Y

What I claimand desire to secure by Letters Patent of the United States is:

, A signal system including a ysource of electrical energy and a signal, two relays, one having two solenoids, the other, a single solenoid, an armature for each relay, the armature of the single relay being normallyin closed circuit relation between one pole of' said source and the armature of said double relay, the latter armature being normally in open circuit position, a contact with which the armature of the double relay cooperates, said contact being in electrical connection by parallel paths with the other pole of said source, said signa-l being intercalated in one path, and one of the solenoids of said double relay in the other path, a train-actuated normally open circuit closer in circuitwith the said source and the solenoid of the single relay, positioned to be successively actuated subsequent to the opening of said first mentioned train actuated circuit closer for closing the circuit through said solenoid of the single relay, drawing the armature of said last mentioned solenoid to open circuit position, breaking the circuit through the armature and first mentioned solenoid of the double relay, thus restoring the armature of said double relay to open circuit position, the first mentioned solenoid of the double relay holding the armature of said double relay in closed circuit position during the interim between opening of the first train actuated circuit closer and the closing of the second train actuated circuit closer, after the second mentioned solenoid of said dobule relay has been de-energized through the opening of the first mentioned trainactuated circuit closer.

In testimonyl whereof I have signed my name to this specification.

SERGIO J VASSALLO y VALLADARES. 

